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In my experience, the main problem is trying to remember exactly how I did something in the first place, particularly if, n years further on, two pieces that you were sure were only screwed together refuse to come apart once the screws have been removed - does one just pull harder to overcome the grunge of time or will pulling harder at something that has some clever extra hidden fixation end up destroying the model? Even if one documents what was done at the time, one has to be able to find the documentation later, possibly after a house move or two.

The LNER was particularly fond of the use of derailers worked from the box in lieu of trap points, although normally only where there were space limitations.

About 10 years ago, I purchased a Bachmann 350hp diesel shunter in black with the intention of converting it to P4 and super-detailing it. The conversion to P4 was quick and easy using a Gibson conversion kit and Brassmasters scale coupling rods, but then I moved to Belgium and the rest of the project stalled, not least because I was dissatisfied with the appearance of Bachmann's moulded steps and was sure that someone would eventually produce a nice etched replacement. Recently, I discovered that PH (Peter Harvey) Designs had done just that and I ordered a set with the objective of getting the model finished. Looking again at the two MRJ articles (issues 8 and 124) on 350hp shunters, plus various photographs, I suddenly realised that the subject of the detailed finish of these locomotives, especially as built, is a minefield and one that few have successfully navigated (including both Bachmann and Hornby). Having hopefully identified all the possible variations, including liveries, I constructed – and constantly reconstructed – a spreadsheet which sought to show what each batch (or, as I soon discovered, sub-batch) of locomotives looked like when they emerged new from works. Inevitably even this spreadsheet incorporates some guess work, although I have tried to be rational when guessing, and it is certainly much closer to the truth than anything that has been published previously. Not that I would blame anyone who has tried before, as I have said, the subject is a minefield – and some as-built variations defy all rational judgement. Having done the work it seemed wrong to not share it. I would welcome comments and if necessary will update the data to correct any errors that come to light. While the data really only covers the precise configuration and livery in which each locomotive was originally out-shopped, I have added notes on the extent to which subsequent design changes were retrofitted, or not, to earlier locomotives, largely providing sufficient information up to the point at which air train-brakes started to be fitted, and the blue livery applied, in the mid-1960s. Background to the tabulations Prior to WWII the GWR, the SR and, especially, the LMSR had experimented with the use of diesel locomotives of various designs for intensive shunting duties. By the final years of the war, a consensus had emerged based on a basic outside-framed 0-6-0 design with the traction provided by twin axle-hung motors, and orders for a batch of such machines were placed by each of the four main line companies including the LNER. However, wartime, and post-war, exigencies meant that only the LMSR and the LNER actually received any prior to the 1948 nationalisation of the railways. Inevitably, although they bore a strong family resemblance, there were detail differences between the batches ordered by each individual railway, the LMSR and GWR versions had 48½inch driving wheels while the SR version had 54 inch Boxpok wheels and sat higher as a consequence (necessitating a more rounded cab roof profile to fit within the loading gauge) and was also geared for a higher 27½ mph maximum speed (cf 20 mph). None of these had marker lights nor train braking (and thus also lacked running-plate cabinets for vacuum exhausters), but can nevertheless be considered as the obvious precursors to the BR standard design that was to follow. The batch for the LNER, although clearly related, was rather different in appearance, especially at the cab end of the locomotive, and was fitted with both marker lights and vacuum train braking. The LMSR batch comprised 120 locomotives, the GWR 7, the SR 26 and the LNER 5; all had English Electric traction equipment bar two (one GWR and one LNER), which had Brush/Petter equipment. BR numbered these locos 12033-12138, 15101-15107, 15211-15236 and 15000-15004 respectively. A further 55 locomotives of earlier designs were also inherited by BR at nationalisation, the majority ex-LMSR and with jack-shaft drives. The BR standard 350hp diesel electric shunter, the first examples of which were introduced in late 1952, was designed to incorporate best practice following on from experience with the earlier designs. Inevitably, with some 1193 locomotives built over a period of ten years, details of the design evolved as construction proceeded, and there were, of course, changes to the paint scheme, and even numbering sequence, following corporate policy changes. The purpose of the tabulations, and the accompanying explanations, below is to demonstrate, so far as is possible, the precise configuration in which each batch (or sub-batch) of locomotives was delivered, noting, of course, that some details changed over the lifetime of the locomotives, and that almost every locomotive subsequently bore more than one livery and more than one number. The tabulations have been compiled from published data, reinforced by the examination of as many photographs as could be found. Inevitably many of these humble locomotives were never photographed, especially in their newly-built state, while many of the photographs that do exist don't show relevant detail and many are insufficiently clear to be certain of the livery (especially black vs. green) being carried. Where no other information is available, it has been assumed (probably dangerously) that all locomotives from a single batch delivered to the same depot were identical, bar, of course, their painted numbers. Where the tabulations differ from previously published data, as they sometimes do, this has been done on the basis of the interpretation of photographic evidence. Particular use has been made of the following online resources: The BRDatabase listings http://www.brdatabase.info/index.php Rail-Online photographs https://www.rail-online.co.uk/p1051670273 Transports of Delight photographs https://transportsofdelight.smugmug.com/RAILWAYS/BRITISH-DIESEL-AND-ELECTRIC/PRE-TOPS-DIESEL-LOCOMOTIVES/i-CLMFWdN/A Paul Bartlett's photographs https://paulbartlett.zenfolio.com/br0809 Geoff Bannister's photographs http://www.geoffbannister.com/tod/modern_diesel/class08.html RMwebclass 08 shunter prototype photographs https://www.rmweb.co.uk/community/index.php?/topic/66035-class-08-shunter-prototype-photos/& Modern Traction Locomotive Directory [PDF] http://www.railway-centre.com/uploads/7/2/2/3/7223531/class_08-13_fleet_list.pdf The tabulations explained batch order no. The orders for the construction of locomotives were authorised in (generally) small batches, and these batches sometimes included sub-batches with minor differences in detail, lamp irons and livery, for example. Each sub-batch has its own line in the tabulations. BR order numbers, where known (for Derby Works only), are shown. build works The earliest locomotives were built at Derby Works, but they were soon being built at Darlington too, and these two works together produced the majority. Smaller numbers were built at Horwich and Crewe, plus a few at Doncaster. Unsurprisingly perhaps, most locomotives allocated to ER and NER depots were built at either Darlington or Doncaster. quantity The total number of locomotives included in each sub-batch. As far as can be determined, these were initially identical in every respect bar their painted numbers, even though they were occasionally allocated to more than one Region. Where there is some doubt as to the precise changeover point between sub-batches, a question mark is added. The small size of most orders is interesting, given the vast total number built, rather suggesting that most batches were deliberately kept sufficiently small to be within someone's signing authority. original painted nos. Initially the locomotives were numbered from 13000 upwards but from mid-1957 newly-built (and newly-overhauled) locomotives had a small letter D substituted for the initial 1.(Exceptionally 13170 was repainted in June 1957 in plain green with a 1949 totem and varnished cab door, and with a large D substituted for the initial 1 in the painted number - D 3170.) During 1959 works started using a condensed serif type-face for newly applied painted numbers (again for both new-builds and overhauls). These condensed type-face numbers were sometimes applied at depots (without a full repaint) so they could appear on locos which were still in black and/or bore the 1949 totem. After the end of steam in 1967, the D-suffix ceased to be applied to overhauled locomotives (which would, of course, be blue by then), and was occasionally painted out on others (which might still be green). Numbers (and other small lettering) were white in whatever style, but there were variations in precise positioning and, sometimes, size. The white rapidly weathered to a pale cream. The font used in the listing of painted numbers for each sub-batch attempts to replicate the style used on the prototype. TOPS nos. The new TOPS 08xxx or 09xxx painted numbers were applied between October 1973 (as a pilot?) and January 1975, with the vast majority of locos being renumbered at their depots in early 1974; the laggards were probably either in store or on long term loan. Some locomotives had been withdrawn prior to the introduction of TOPS. The relevant TOPS number series have been included in the tabulations so that the original sub-batch of any 08 or 09 numbered locomotive can readily be determined. in service The earliest and latest dates recorded for the entry into service of locomotives in each sub-batch. It will be noted that the sequence of entry into service was often at considerable variance with the sequence of painted numbers, even for batches built at the same works. regional allocation Most batches, or at least sub-batches, were initially allocated to depots in just a single region, the region(s) concerned being indicated in the tabulations. painted nos. changed to D-suffix The earliest and latest dates recorded for the change of the original 13xxx painted numbers to D-suffix ones for locomotives in each sub-batch. The change was normally made during overhaul at a main works, with the style of the new painted number reflecting that being used for contemporary new locomotives. As noted above, a few locomotives received the condensed style of numbers at depots without a simultaneous full repaint. traction equipment The vast majority of locomotives were fitted with English Electric diesel engines and traction equipment. One tiny (and troublesome) batch had Crossley engines with Crompton-Parkinson traction equipment, and several batches had Lister- Blackstone engines with either BTH (first batch of 15) or GEC (subsequent batches) traction equipment ; all these had been withdrawn prior to TOPS implementation. A small number of English Electric equipped locomotives (which became TOPS class 09) had gear ratios modified to allow a higher running speed (271⁄2 mph) on trip-working, mainly on the Southern Region, the relevant batches being indicated by ¶. The make of traction equipment fitted had no obvious effect on the external appearance of a locomotive. body livery Locomotives were painted all-over black (with vermilion red buffer beams and stocks and, usually, coupling rods) until mid- 1956, from when both newly-built and overhauled locomotives had their body work, including running plate valences, painted green. Cab roofs were finished in a manner not dissimilar to Mk I coaching stock, initially (but very briefly) appearing to be almost silvery grey, which then aged through a near red-oxide colour to brown and finally to almost a dull black. The blue livery of the mid-1960s came too late to be applied to any new-builds, but was then (along with the new double- arrow logo) applied to all newly-overhauled locomotives (including, initially, a brown chassis). totem/crest The 1949 totem (indicated by 49 in the tabulations) was applied to a body panel, always facing forward, until superseded by the later 1956 crest (indicated by 56 or [56] in the tabulations). This came into use marginally later than green paint, so a few locomotives, both new-builds and overhauls, were (until their next overhaul) green with the 1949 totem but none were ever black with the 1956 crest. Derby, Crewe and Horwich works applied the 1956 crest to the battery boxes instead of a body panel (indicated by [56] in the tabulations). As with the 1949 totem, the 1956 crest was applied facing forward initially. However in 1959 it was realised that this was unapproved and it was subsequently applied facing left on both sides of locomotives. This variation isn't shown in the tabulations but was applied to both new-builds and overhauls from mid-1959. wasp stripes &c Two Doncaster-built locomotives were out-shopped in mid-1958 with experimental hazard warning markings at each end. Following evaluation, 'wasp stripe' hazard markings were applied to all locomotives built or overhauled from mid-1960, with most or all handrails and fuel pipes, simultaneously painted white instead of body colour. There were minor, but unobvious, variations in the precise application of 'wasp stripe' markings. Electrification 'flashes' were also affixed to locomotives from mid-1960, with the work undertaken at depots as well as at main works, in consequence most locomotives acquired them quite rapidly. train brakes All but 10 locomotives were fitted with vacuum train brakes. The ten 'odd men out', ordered to meet a Southern Region requirement, were built in such a way as to enable vacuum brakes to be subsequently fitted if required but this never happened and the only obvious difference was the lack of brake hoses front and back. Many locomotives were equipped with various variations of air brakes and associated equipment from the mid-1960s onwards but none were built new so equipped; fitment of airbrakes caused the fuel pipe arrangements to be altered too. buffer beam lifting holes One of the most puzzling build variations concerns the two holes incorporated into the fore and aft buffer beams to facilitate lifting. The vast majority had the holes in the shape of a tilted cross, as had been used on the very earliest LMSR, and all the SR, ancestors of the standard locomotives, but some of the first 76 locomotives built had just a pair of simple slots as had been used on later LMR and WR ancestor locomotives. Those locomotives built with the slots retained them until withdrawal. The variations are indicated by + + or - - in the tabulations. running plate valence Until the beginning of 1960 locomotives were built with the valences separate from the running plate above them, resulting normally in a visible lip where the running plate marginally overhang the valence. There was also a fillet between the valence and the rear buffer beam, the precise shape of which varied slightly from locomotive to locomotive. Subsequently the valence was folded down from the running plate, eliminating both the lip and the buffer beam fillet. With the exception of just six locomotives, the revision to the valence coincided with the switch to an alloy cab door. The variations are indicated by ▼ and ╕ respectively in the tabulations. bonnet side slots The original design incorporated 13 horizontal slots in the side of the bonnet underneath the ladder. Late in 1957 works started to add a raised, open-topped cover plate over the lowest four slots on each side, and these plates were also fitted to overhauled locomotives. The condition as-built is indicated by 13 or 9+p in the tabulations. Once ladders had been removed, vertical steel strips or rods were usually welded behind the slots to prevent their use as a replacement ladder. body panel hinge straps and vertical handles The original design incorporated external (and very obvious) hinge straps for the opening body-side panels and during 1956 vertical grab handles were added as well. A year later, the detailed design of the panels fitted to new builds changed and there were no longer any visible hinge straps, the vertical grab handles continued to be fitted though. The relevant fitments are indicated by h/s, h/s+v/h or v/h in the tabulations. Locomotives retained whatever their panels were fitted with as built, there were no retrofits. vacuum exhauster cabinet(s) The original design included vacuum exhauster cabinets mounted on the foot plates on both sides of the locomotives, even for the ten locomotives not actually fitted with vacuum brakes. From partway through 1956, simultaneously with the introduction of vertical grab handles on body side panels and still just within the black livery period, only one cabinet, on the LH footplate, was fitted to new builds, a practice which continued for some three years until, during the course of 1959, cabinets were once again fitted on both sides. Locomotives which had no cabinet on the RH side had two full-height opening panels instead and these were fitted with the same style of long horizontal handrail as was always fitted to the frontmost (and full height) panel on both sides of the locomotive. Exceptionally, at the time of the reintroduction of the second cabinet, a few locomotives were fitted these extra handrails on the shorter opening panels above the RH cabinet. Again locomotives retained their as-built arrangements, at least until any eventual air-brake fitment. cab door Most locomotives were fitted with a hardwood framed cab door with a single waist-level handle, but from early 1960 a cast alloy door with co-acting low- and waist-level handles was fitted to new builds instead. Darlington-built locomotives painted green had their wood door varnished (shown as wood in brown) instead of being painted the body colour . All cast alloy doors were painted green. framed cab droplight Early locomotives were fitted with framed cab droplight windows, complete with leather strap, echoing traditional coaching stock practice (shown as ∏). A few 1955 Darlington-built locomotives had these droplights varnished instead of being painted the body colour (shown as ∏ in brown). From mid-1955 new builds acquired more modern frameless droplights, again echoing current coaching stock practice, but these were not retrofitted other than after accident damage. windscreen wipers The first few hundred locomotives followed their predecessors (and steam locomotive practice) in not being fitted with any windscreen wipers. However, from 1957 wipers were fitted as standard to new builds, mounted in a low position to the windows at the back of the cab and in a mid position to the smaller windows at the front (with a small box on the adjacent cab side housing the wiper motor). Universal retrofitting does not seem to have been pursued with any urgency and indeed some locomotives were never retrofitted. Early retrofits (perhaps around half the total) had the wipers at the back of the cab installed in a higher position than that being used for new builds. marker lights Locomotives built in the first 12 months were fitted with just a pair of marker lights at each end, probably to display the traditional shunting locomotive red-white lights, the conduit between these lights on the cab back dipping to buffer beam level. Subsequently all new locomotives were fitted with at least four marker lights at each end, and the additional lights were retrofitted to the earlier locomotives. On both retrofits and new builds, the conduit to the top light on the cab back was initially routed out of the RH side of the RH bottom light and then followed a kinked route (vertical, then diagonally left, then vertical again, then left horizontal) to the top light, while the conduit linking the three lower lights was straight. On new builds from mid- 1955, the lower part of the conduit to the top light followed a simpler straight vertical route from a T-junction between the middle and RH bottom lights. From 1957 all new builds for the Southern Region were fitted with six marker lights, but earlier locomotives already allocated to the SR weren't retrofitted. Much later, after BR's abolition of headcodes in 1976, surviving locomotives reverted, post overhaul, to just two marker lights. lamp irons The standard fitment was four "face-on" lamp irons but locomotives allocated to the Southern Region were fitted with six "face-on" irons and those allocated to the Western Region four GWR-style "edge-on" irons (shown as 4L). Locomotives generally kept whatever their original fitment was, restricting inter-regional transfers to/from the Western Region in particular. While it was most unusual to see a diesel shunter bearing a lamp-display headcode (presumably because the marker lights were used instead), the use of discs for this purpose was commonplace on the Southern Region. Diesel shunters travelling light on running lines carried red tail lamps in the habitual manner. ladders and front step handrail extensions All locomotives were built with ladders either side of the bonnet, and with handrails either side of the front shunters' steps which included short extensions which protruded above their upper stanchions. During the early 1960s, not long after the final diesel shunters had been built, ladders were removed from all surviving locomotives and the upper handrail stanchions either side of the shunters' steps were moved upwards so that the handrails (unchanged in length) no longer protruded above them. While these alterations were generally carried out simultaneously, there were, for a short period, examples of locomotives with one, but not the other, alteration. Most locomotives were fitted with a single additional vertical handrail on both bonnet sides in part replacement of the ladder. ad hoc fitments Among the most obvious ad hoc items fitted to small numbers of locomotives during the black and green periods were radio- telephone equipment (with aerials on cab roof or back), 3-link instead of screw couplings, and small angle-irons fitted just inside the windows on the cab back and extending almost to the cab roof. Incidentally, screw couplings were never used for coupling the diesel shunters to ordinary wagons, the wagon's 3-link (or instanter) coupling was always used instead. The tabulations Anyone who would like this information in a single pdf file is invited to send me a private message with their email address.

I don't think that it is just to your mind, Chris, because I strongly suspect that this would have been one of those rare occasions when the Inspecting Officer would have some fairly harsh things to say (unless the local geography totally constrained the situation) - like "not acceptable, change it".

They were indeed the three I had in mind.

I think that three of the early "low-window" 7-compartment firsts were reclassified as thirds (and subsequently seconds) in the early 1950s but none of the others. The Southern had a considerable special traffic demand for full firsts both in Southampton boat trains and in race specials* so it wasn't unusual to see trains that were wholly or mostly first class but they weren't in the timetable. The full firsts were probably occasionally used as loose third (or later second) strengtheners with paper window labels. * Ascot races were even served by first class only electric trains made up of 4-CORs with antimacassars (and possibly carpets) throughout - and window labels!

I reckon that being close to Steam Powered Video is worse. I once spent a weekend exhibiting near their stand and by the end of Sunday I was word perfect on their continuous demo video - and, not only had I been trying hard to ignore it, it was on my deaf side!

It was almost certainly linked to edicts from "on high" that older carriages should be withdrawn from service. The LNER (and briefly the ER) had built significant numbers of non-corridor carriages after the war to Thompson designs, many of these had been displaced from their previous duties by dmus and were thus available to replace much older vehicles withdrawn by other regions in response to the "edict".

I rather suspect that two working together on full power might have tripped the circuit breakers.

Have you tried asking Jerry Clifford queensquare who is modelling that station in 2FS?

LMS tubular posts should, in theory, have been built to the same dimensions. These varied very slightly according to date, but for 4mm or 7mm modelling purposes taking the two diameters as 5,5 ins and 6,5 ins would suffice as the variations would fall well within the thickness of a model's coat of paint.

What seems quite remarkable is just how clean the two other locomotives in the shot are. Could this have been during the Coronation period (early June 1953) with those two locos "dolled up" ready to work Coronation Day specials to London?

Class 15s were used because they were fitted with LT train stop arms, the various diesel shunters weren't and that is why they were prohibited.

There is absolutely no need for a signal to control the exit from the quarry (but only because it is a light railway). The idea that a quarry train driver could run out in front of a non-stopping passenger train is absolute nonsense, quite apart from the fact that he would have to be in possession of the token/staff to come out onto the running line, the catch points would derail his train (hopefully away from the running line).

Even if you intend to allow passenger and goods train to pass (and bear in mind that, unless there was a source of mineral traffic on the line, separate goods trains would have been unusual on a light railway of that era), you need no more than a home (and distant) signal for each direction. The Lynton & Barnstaple was a contemporary example (you can ignore the fact that it was narrow gauge) and initially there were no starting signals, the fact that the driver had received the appropriate token (or staff) sufficed as authority to enter the section above. (Starting signals were subsequently added to prove that the trailing loop points were correctly set, following a few "running through" incidents.) All the points shown (bar the catch points in the quarry line) should have facing point locks but possibly without locking bars, and the use of economical fpls was popular on light railways of this period as the same lever worked both point and fpl.

Impressive! Fortunately the curving up problem is something easily "scenicked" out when installing the building on a layout.

There might just have been the odd vehicle around given that vehicles which only got used a few days a year often had extended repainting schedules, but it really would have been the odd vehicle (and if you were to model one for your period I think that you would need to photographic evidence to silence the inevitable exhibition critics).

You need to look for contemporary photos of the Kent electrification schemes which included a lot of new c/l signalling. The work was done in two distinct stages, 1958-59 for the Chatham routes and 1961-62 for the Tonbridge ones, and the styles evolved more than one might think between the two even though both looked to be typical Southern Region schemes (with three-light feathers, for example). Without looking through photos, and thus relying on an ageing memory, I suspect that the signal formation you are looking for was, at best, unusual and may well have been non-existent. My memory suggests that the platform signal was placed on the gantry post at a lower level and only the "fast line" signal was mounted out on the gantry (have a look for photos of Tonbridge, although quite a few SE stations had fast lines for boat train traffic). There was logic to this arrangement because it made it much easier for a guard to see the signal before giving the right-away.

Actually that isn't quite right because crimson non-gangwayed stock WAS lined initially. I think that the practice was abandoned because a lot of NG stock was still panelled and the lining tended to look awful wherever it was placed relative to waist panels. While I am aware that some maroon NG stock was lined and some wasn't, I am afraid that I can't give you chapter and verse on that because I lived on the Southern and stock in 1956 green was never lined.

You could try experimenting with rubbing both sides with fine grade wet and dry, and then buffing the side that will be outermost using the back of a fingernail. A lot depends on how the prototype window was "frosted".

I still have endearing memories of an occasion in early 1959 when, with a half day but no sport at school, I and a couple of friends ended up on a bridge over the Chatham main line the London side of Shortlands and stood there, spellbound, looking over the parapet while a new trailing point was laid in with the service still running. The conductor rail had been laid to one side, obviously with the hook switch(es) pulled, and up fast (and boat) trains were being sent round the Catford Loop, but the half-hourly Orpington-Victoria electric stopper was still coming over the site of the works, coasting past the missing stretch of conductor rail under the direction of a flag signalman. It was quite an education as to what was actually possible even though it wouldn't be remotely considered today - and, of course, all the hard work was being done by hand, there was no room for any sort of crane to work.

Which triggered the thought that there are drawings of the panelled MR tank at Ashchurch in the Eric Plans booklet once published by Peco - the panels there are 3ft-6in wide by 3ft-0in high. The bricks in the drawing are depicted accurately so in all probability the panels are too.

Sorry, Jerry, we are obviously talking about two different heaps of coal, one in the tender which I accept is a bit high (waiting for the fireman to break some of the larger lumps up perhaps) but not excessive and one behind which is quite a remarkable stack - and doubtless there in anticipation of some sort of supply problem, the 1911 strike perhaps?

Indeed, the only photograph that I could find of a CamRys ground signal (as opposed to GWR ground signals obviously provided in some profusion immediately after grouping) was of a Dutton-style rotating signal (which are quite distinctive and notably different from anyone else's). I did find photos of lots of places where I might have expected to find a ground signal (such as exits from sidings to running lines) only to find the signal conspicuous by its absence.

Depends which period, the Cambrian Railways were a significant user of Dutton's products in the 1890s (when a lot of their signalling was installed) and Tyers after that. What is clear is that the CamRys were very mean in their provision of ground signals, and that not long after the grouping almost all the extant ground signals were GWR designs.